US3967596A - Engine control systems - Google Patents

Engine control systems Download PDF

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Publication number
US3967596A
US3967596A US05/459,398 US45939874A US3967596A US 3967596 A US3967596 A US 3967596A US 45939874 A US45939874 A US 45939874A US 3967596 A US3967596 A US 3967596A
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United States
Prior art keywords
engine
signal
rate
frequency
fuel
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Expired - Lifetime
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US05/459,398
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English (en)
Inventor
Peter Nigel Comley
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Lucas Electrical Co Ltd
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Lucas Electrical Co Ltd
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Priority claimed from GB1761073A external-priority patent/GB1470961A/en
Application filed by Lucas Electrical Co Ltd filed Critical Lucas Electrical Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3005—Details not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/185—Circuit arrangements for generating control signals by measuring intake air flow using a vortex flow sensor
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P5/00—Measuring speed of fluids, e.g. of air stream; Measuring speed of bodies relative to fluids, e.g. of ship, of aircraft
    • G01P5/01—Measuring speed of fluids, e.g. of air stream; Measuring speed of bodies relative to fluids, e.g. of ship, of aircraft by using swirlflowmeter
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P5/00—Measuring speed of fluids, e.g. of air stream; Measuring speed of bodies relative to fluids, e.g. of ship, of aircraft
    • G01P5/24—Measuring speed of fluids, e.g. of air stream; Measuring speed of bodies relative to fluids, e.g. of ship, of aircraft by measuring the direct influence of the streaming fluid on the properties of a detecting acoustical wave

Definitions

  • This invention relates to an engine control system for use with an internal combustion engine, and has as its object the provision of such a system in a convenient form.
  • the invention resides in an engine control system for use with an internal combustion engine, comprising a vortex whistle for producing an acoustic signal the frequency of which varies in accordance with the rate of flow of air passing through an induction manifold of the engine, and a control device for controlling an engine characteristic in accordance with the frequency of said acoustic signal.
  • said control device controls the delivery of fuel to the engine in accordance with the frequency of said acoustic signal.
  • said control device controls engine ignition.
  • FIG. 1 is a schematic representation of one embodiment of an engine control system constructed in accordance with the present invention
  • FIG. 2 is a plan view of one embodiment of the vortex whistle shown in FIG. 1,
  • FIG. 3 is a side view of the vortex whistle shown in FIG. 1,
  • FIG. 4 is a schematic representation of another embodiment of the invention.
  • FIG. 5 shows a set of waveforms obtainable at various points in the system of FIG. 4,
  • FIG. 6 is a diagrammatic view of yet another embodiment of the invention.
  • FIG. 7 is a diagrammatic representation of a still further embodiment of the invention.
  • the engine control system shown therein is intended for use in controlling the delivery of fuel to an internal combustion engine, and comprises a vortex whistle 30 through which passes air induced into the induction manifold 31 of the engine.
  • a vortex whistle 30 is intended for use in controlling the delivery of fuel to an internal combustion engine, and comprises a vortex whistle 30 through which passes air induced into the induction manifold 31 of the engine.
  • An alternative is for a smaller vortex whistle to have a representative sample of the manifold air passed through it, which would then be returned to the manifold.
  • the vortex whistle 30 produces in a passage 32 an acoustic signal, the frequency of which is proportional to the rate of flow of air passing through the induction manifold 31.
  • the passage 32 is connected to a control port 33 of a monostable, fluidic element 34 which has a pair of outlet passages 35 and 36 and an inlet port 37 into which pressurised air or engine exhaust gas is supplied.
  • the outlet passages 35 and 36 are connected respectively to two input ports 38 and 39 of a bistable fluidic element 40 which has a first outlet passage 41 venting to atmosphere and a second outlet passage 42.
  • the bistable device 40 also has an inlet port 43 to which pressurised air or engine exhaust gas is supplied.
  • the fluidic elements 34 and 40 together form a pulse shaper.
  • the outlet passage 42 is connected through a restrictor 44 to one control port of a further bistable fluidic element 45, and through a fixed delay element 46 to the other control port of the bistable element 45.
  • the latter also has an inlet port 47 to which pressurised air or engine exhaust gas is supplied, and a pair of outlet passages 48 and 49.
  • the outlet passages 48 and 49 are connected respectively to two control ports 50 and 51 of yet a further bistable fluidic element 52.
  • the latter has an inlet port 53 to which fuel is supplied from a tank 54 by way of a fuel pump 55, and a pair of outlet passages 56 and 57.
  • the outlet passage 56 is connected to the fuel tank 54 and the outlet passage 57 is connected to a nozzle 58 mounted in the induction manifold 31 of the engine.
  • An atomiser is provided and this includes a constant pressure air pump 59 and a nozzle 60 which is arranged to direct air from the pump 59 in a direction normal to fuel issuing from the nozzle 58.
  • the nozzles 58 and 60 are arranged so as to direct fuel and air respectively at 45° to the direction of flow of air passing through the induction manifold. Instead of using the air pump 59 exhaust gases from the internal combustion engine could be fed to the nozzle 60.
  • bistable element 45 together with the delay element 46 and the restrictor 44 together form a pulse width fixation module and the bistable element 52 forms a fluidic amplifier.
  • the bistable element 45 will direct air to the control ports 51 of the bistable element 52 and therefore the fuel supplied to the inlet port 53 will be returned to the fuel tank 54 through the outlet passage 56.
  • air supplied to the inlet port 33 of the fluidic element 40 will be vented to atmosphere and fuel supplied to the inlet port 53 of the bistable element 52 will be returned to the tank 54.
  • the vortex whistle 30 is shown more particularly in FIGS. 2 and 3 of the accompanying drawings.
  • Air passing into the induction manifold 31 of the engine is introduced into a cylinder 61 through a tangential input 62.
  • the rotating air in the cylinder 61 then passes through a smaller cylinder 63.
  • the speed of rotation is increased according to the law of conservation of angular momentum, and an acoustic signal is produced when the rotating air leaves the smaller of cylinder 63, the frequency of the acoustic signal being proportional to the rate of flow of air flowing through the whistle 30.
  • nozzles 58 to 60 described in the above embodiment could be replaced by a mechanical injector.
  • the fluidic control device described above could be replaced by an electronic control device and the acoustic signal in this case would be converted to an electrical input signal to the control device by means of a microphone.
  • the apparatus described hereinbefore could be used to vary the pressure of air fed by an air pump to the nozzle 60.
  • fuel would be supplied to the nozzle 58 by a constant pressure pump, and unless the two nozzles 58 and 60 were directed axially towards each other, the air fed to the nozzle 70 could be used to control the proportion of the fuel fed into the induction manifold, or returned via a passage to the fuel reservoir 54 in accordance with the pressure of the air fed to the nozzle 60. If the nozzles 58 and 60 are axially directed towards each other, then it will be appreciated that by supplying a sufficiently large pressure of air to the nozzle 60 it could be sufficient to prevent any fuel issuing from the nozzle 58.
  • a fuel injection system shown in FIG. 4 includes an impact modulator 71 to which fuel is supplied through a line 72 at about 4 p.s.i. to be discharged in finely atomised form upstream of the throttle in the inlet manifold 73 of an engine, and thence induced into the engine cylinders.
  • a flow of pressurised air is fed to the impact modulator through line 74 and directed in opposition to the fuel flow to the engine thereby blocking fuel from being discharged.
  • air pulses are fed to the impact modulator through line 75 under sufficient pressure to divert the blocking air flow and permit fuel to flow into the inlet manifold for the duration of each pulse. The pulses are caused to occur at a frequency proportional to the air flow in the inlet manifold.
  • a vortex whistle device 85 Attached to the inlet manifold is a vortex whistle device 85.
  • the device has a number of tangential inlets (not shown) so that air induced through the device into the manifold creates a vortex in the passage portion 76.
  • a rod 77 mounted in this passage portion is a rod 77 pivoted at a position 78 along its longitudinal axis so that it can be rotated by the vortex at a rate dependent upon the air flow in the device.
  • the end 78a of the rod is coupled by means of a linkage 79 to a poppet valve (not shown) housed with a valve member 80 to which air is fed under pressure through a line 81 typically at about 10 p.s.i.
  • a suitable valve is manufactured by C. A.
  • the rounded pulses from the device 80 are fed to a fluid pulse shaping device 86 which can conveniently be an element designated I-Ms1 of the kind manufactured by British Fluidics. Air is also fed through line 87 to the pulse shaper 86 and the resulting output as measured at location B is of the general form shown in the middle line of FIG. 2.
  • the duration t of each rectangular pulse is determined by a delay device D associated with the pulse shaper and is independent of the input frequency.
  • the frequency of the rectangular pulses is, however, equal to that of the input signal.
  • These pulses are then fed to a digital amplifier 83, which is conveniently of the kind designated DA and manufactured by British Fluidics.
  • Air is supplied through a line 84 to the amplifier 83 and the output from the amplifier measured at C is represented by the lower line of FIG. 2.
  • These amplified rectangular pulses are fed via the line 75 to the impact modulator to divert the blocking air flow through line 74 to produce a succession of pulses of finely atomised fuel for supply to the engine.
  • the number of fuel pulses is directly proportional to the air flow through the inlet manifold which is dependent upon the engine throttle opening and the invention thus provides a simple and convenient fuel injection system using air flow as the main input parameter.
  • an analogue electrical system is used for converting the frequency of the acoustic signal produced by the vortex whistle into a pulse length modulated electrical signal for energising a conventional electromagnet fuel injection valve the winding 91 of which is shown in FIG. 6.
  • a first monostable circuit 94 is connected to the Schmidt trigger circuit 93 and drives an electronic switch device 95 having a "normally open” characteristic.
  • the Schmidt trigger circuit also drives an electronic switch device 96 having a “normally open” characteristic.
  • a NOR gate 106 with inputs from the monostable circuit 94 and the Schmidt trigger 93 drives a further electronic switch device 97 with a "normally open” characteristic.
  • the ignition distributor 98 of the engine has associated with it contacts which supply pulses on two lines 98a, 98b at different times in the engine cycle.
  • the line 98a drives a second monostable circuit 99 which operates an electronic switch device 100 with a "normally open” characteristic.
  • the line 98a also drives an electronic switch device 101 with a "normally open” characteristic.
  • the line 98b drives a third monostable circuit 102 which drives an electronic switch device 103 with a "normally open” characteristic.
  • the line 98b also actuates an electronic switch device 104 with a "normally open” contact 104a.
  • a first operational amplifier A 1 has its invert input terminal connected via the switch device 101 and a resistor R 1 to a first reference voltage terminal V REF .sbsb.1.
  • the amplifier A 1 is connected as an integrator with a feedback capacitor C 1 between its output terminal and the invert input terminal.
  • the capacitor C 1 is bridged by the switch device 104 for re-setting purposes as will be hereinafter explained.
  • the non-invert input terminal is grounded.
  • a second operational amplifier A 2 has its non-invert terminal connected by the switch device 100 to the output terminal of the amplifier A 1 .
  • a capacitor C 2 connects the non-invert terminal of the amplifier A 2 to ground and the output terminal of this amplifier is connected to the invert input terminal so that the amplifier operates as a non-inverting voltage follower.
  • the output terminal of the amplifier A 2 is connected to the following stage by the switch device 103 so that the amplifier A 2 is used as a sample-and-hold circuit.
  • a third operational amplifier A 3 is connected as an integrator in exactly the same manner as the amplifier A 1 , being associated with the switch device 96, a resistor R 2 and a second reference voltage terminal V REF .sbsb.2 and with a capacitor C 3 and switch device 97 for re-setting.
  • a fourth operational amplifier forms, in combination with the switch device 95, a capacitor C 4 and a further switch device 105, a further sample-and-hold circuit.
  • the switch devices 103 and 105 connect the output terminals of the amplifiers A 2 and A 4 via two resistors R 3 and R 4 to the invert input terminal of a fifth operational amplifier A 5 .
  • This is connected as an integrator with a feedback capacitor C 5 between its output terminal and its invert input terminal. The non-invert terminal is grounded.
  • a sixth operational amplifier A 6 is connected as a comparator with its invert input terminal connected to the output terminal of the amplifer A 5 and its non-invert input terminal grounded.
  • the output terminal of the amplifier A 6 is connected by a resistor R 5 to the base of a power transistor T 1 which has its emitter grounded and its collector connected via the winding 91 to a power supply terminal V.
  • the switch device 105 is driven by an OR gate 107 with inputs from the output of the amplifier A 6 and from a second output terminal of the monostable circuit 102 at which there is a signal whenever there is no output from the circuit 102 driving the switch device 103.
  • the cycle of the circuit may be considered as commencing at an instant when switch device 104 is conductive and switch devices 101 and 103 are non-conductive.
  • Capacitor C 1 is then maintained in a discharged condition until, at a predetermined crank angle, the switch device 104 becomes conductive and the switch device 101a becomes non-conductive.
  • the capacitor C 1 then charges through the resistor R 1 .
  • the switch device 101 re-opens and the switch device 100a conducts momentarily for the duration of the pulse produced by the monostable circuit 99.
  • the capacitor C 2 is then charged to whatever voltage was present at the output of the amplifier A 1 at this later instant.
  • the output of the amplifier A 2 is now held at a constant value which is proportional to the period of revolution of the engine.
  • the amplifiers A 3 and A 4 operate similarly but in this case the output voltage produced by the amplifier A 4 is proportional to the period of the acoustic signal produced by the vortex whistle.
  • the time taken for the capacitor to discharge is thus proportional to the ratio of the engine revolution period to the vortex whistle acoustic signal period and the ratio of the resistors R 3 and R 4 which is a constant.
  • the injector winding 91 is energised for this time, so that control of the fuel injected is obtained.
  • V REF .sbsb.1 and V REF .sbsb.2 may be varied in accordance with other engine parameters, for example to obtain enrichment for starting.
  • the output of the amplifier A 4 is updated at each cycle of the vortex whistle so that accurate and stable control of fuel can be obtained.
  • FIG. 7 the system shown includes digital electronic circuits for computing the required fuel flow to the engine in accordance with the frequency of the vortex whistle, and in this particular case, four separate injectors 120, 121, 122 and 123 and controlled sequentially. Associated with each injector is a count-down binary circuit 124, 125, 126 and 127. A clock pulse generator 128 supplies clocking pulses to these counter circuits via AND gates 129, 130, 131 and 132 respectively. Four bistable circuits 133, 134, 135 and 136 control these gates and also control the injectors. Each bistable circuit is set by a pulse from a timing device 137 in the engine distributor and is re-set by a pulse from the associated counter when this reaches its zero count state.
  • a microphone 138 in or on the vortex whistle 139 provides an audio electrical signal of frequency equal to the signal frequency.
  • This signal is fed to an amplifying and pulse squaring circuit 140, the output of which is a squared pulse train of the same frequency.
  • a phase locked loop integrated circuit 141 is used in conjunction with a single dividing circuit 142 (i.e. a counter of say 7 stages) to provide an output at a frequency which is say 128 ⁇ the output frequency of the microphone.
  • the output of the circuit 141 is supplied to a counter 143 which is triggered into operation periodically by the unit 137 via an OR gate 144.
  • the system operates as follows: at the start of each quarter cycle of the engine, the counter 143 is started with an initial count corresponding to the value of the battery voltage via a setting circuit 145. The count state of the counter 143 is then increased for the duration of the quarter cycle at a rate determined by whistle frequency. At the end of this time the accumulated count will thus be the initial count plus an additional count proportional to the whistle frequency and inversely proportional to the engine speed.
  • the count in the counter 143 is transferred to one of the counters 124 to 127 and this count is then counted out at the clock frequency whilst the associated injector 120 to 123 is energised. Meanwhile the counter 143 is being reprogrammed ready for the next count transfer to a different one of the counters 124 to 127.
  • Delay circuits 146, 147, 148, 149 and 150 are included to ensure that counting does not start until the count transfer has been completed.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • General Physics & Mathematics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Acoustics & Sound (AREA)
  • Multimedia (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Measuring Volume Flow (AREA)
  • Electrical Control Of Ignition Timing (AREA)
US05/459,398 1973-04-12 1974-04-09 Engine control systems Expired - Lifetime US3967596A (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB1761073A GB1470961A (en) 1973-04-12 1973-04-12 Engine control systems
UK17610/73 1973-04-12
GB5511673 1973-11-28
UK55116/73 1973-11-28

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US (1) US3967596A (cs)
JP (1) JPS578300B2 (cs)
CA (1) CA1029119A (cs)
CS (1) CS171299B2 (cs)
DE (1) DE2417769A1 (cs)
FR (1) FR2225617B1 (cs)
IT (1) IT1004199B (cs)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4263884A (en) * 1977-07-25 1981-04-28 Hitachi, Ltd. Electronic fuel feed system
US4269157A (en) * 1978-06-27 1981-05-26 Nissan Motor Company, Limited Fuel injection system
US4409929A (en) * 1979-03-29 1983-10-18 Mitsubishi Denki Kabushiki Kaisha Fuel control apparatus for internal combustion engine
US4433663A (en) 1980-05-26 1984-02-28 Mitsubishi Denki Kabushiki Kaisha Electronically controlled fuel injection device
US4455985A (en) * 1980-03-14 1984-06-26 Mitsubishi Denki Kabushiki Kaisha Electronic control type fuel injection apparatus
US4457281A (en) * 1981-05-15 1984-07-03 Mitsubishi Denki Kabushiki Kaisha Fuel injection device for a multicylinder engine
US4589279A (en) * 1984-09-04 1986-05-20 Toyota Jidosha Kabushiki Kaisha Apparatus and method for detecting intake air mass flow rate

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19535486C1 (de) * 1995-09-23 1996-12-05 Bayerische Motoren Werke Ag Drall-Meßverfahren für einen simulierten Verbrennungsraum eines Kolbenmotors und Vorrichtung zur Durchführung eines Drall-Meßverfahrens

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3766897A (en) * 1971-08-23 1973-10-23 Automatic Switch Co Fluidic control apparatus for fuel injection systems
US3771505A (en) * 1972-03-30 1973-11-13 Bendix Corp Fluidic fuel injection system having transient engine condition responsive means to controllably effect the quantity of fuel injected
US3785353A (en) * 1972-04-26 1974-01-15 J Borisov Fuel injection system for internal combustion engine
US3818877A (en) * 1972-08-24 1974-06-25 Ford Motor Co Signal generating process for use in engine control
US3842811A (en) * 1969-07-29 1974-10-22 Toyota Motor Co Ltd Electric fuel injection control system for internal combustion engines
US3844263A (en) * 1972-08-07 1974-10-29 Nippon Denso Co Supercharge-type fuel injection control system

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2133735C3 (de) * 1971-07-07 1979-06-28 Daimler-Benz Ag, 7000 Stuttgart Vorrichtung zum Steuern der Kraftstoffzuführung zu Brennkraftmaschinen

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3842811A (en) * 1969-07-29 1974-10-22 Toyota Motor Co Ltd Electric fuel injection control system for internal combustion engines
US3766897A (en) * 1971-08-23 1973-10-23 Automatic Switch Co Fluidic control apparatus for fuel injection systems
US3771505A (en) * 1972-03-30 1973-11-13 Bendix Corp Fluidic fuel injection system having transient engine condition responsive means to controllably effect the quantity of fuel injected
US3785353A (en) * 1972-04-26 1974-01-15 J Borisov Fuel injection system for internal combustion engine
US3844263A (en) * 1972-08-07 1974-10-29 Nippon Denso Co Supercharge-type fuel injection control system
US3818877A (en) * 1972-08-24 1974-06-25 Ford Motor Co Signal generating process for use in engine control

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4263884A (en) * 1977-07-25 1981-04-28 Hitachi, Ltd. Electronic fuel feed system
US4269157A (en) * 1978-06-27 1981-05-26 Nissan Motor Company, Limited Fuel injection system
US4409929A (en) * 1979-03-29 1983-10-18 Mitsubishi Denki Kabushiki Kaisha Fuel control apparatus for internal combustion engine
US4455985A (en) * 1980-03-14 1984-06-26 Mitsubishi Denki Kabushiki Kaisha Electronic control type fuel injection apparatus
US4433663A (en) 1980-05-26 1984-02-28 Mitsubishi Denki Kabushiki Kaisha Electronically controlled fuel injection device
US4457281A (en) * 1981-05-15 1984-07-03 Mitsubishi Denki Kabushiki Kaisha Fuel injection device for a multicylinder engine
US4589279A (en) * 1984-09-04 1986-05-20 Toyota Jidosha Kabushiki Kaisha Apparatus and method for detecting intake air mass flow rate

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Publication number Publication date
JPS5069429A (cs) 1975-06-10
IT1004199B (it) 1976-07-10
DE2417769A1 (de) 1974-10-24
FR2225617B1 (cs) 1976-12-17
CS171299B2 (cs) 1976-10-29
JPS578300B2 (cs) 1982-02-16
CA1029119A (en) 1978-04-04
FR2225617A1 (cs) 1974-11-08

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